MHTG/TGU Tegucigalpa, Honduras Weather minimums

[worldwide]

What kind of restrictions are in place for your airline operating in/out of TGU?

 

[C-150ETOPS]

If you can't see the beans and plantains on the lunch tables in the houses on base turn, the vis probably isn't good enough to land.

It's been a few years, so I forgot the numbers.

 

[CorpCaptain]

Being a 91 guy that was based there for 2 years I can tell you much hinges on which way your landing. Landing to the south involves a great deal of care. Now that the runway extension is complete its not quite as hair-raising as it used to be.

 

[worldwide]

Thanks, its been a few years since I've been there myself. Our flight department is trying to establish and set up weather criteria that must before before they launch in/out, trying to get a feel for what part 121 carriers require.

 

[freightdogfred]

how VFR + a mile?

http://www.youtube.com/watch?v=v_z5HtME9n8&feature=related

 

[B767capt]

I fly the daily turn out of ATL about 8-9 times a month. Delta has increased the mins and vis from published RNP app. The vis is bumped to 4.8 km on the RNAV RNP's to 02 and 20. The new Jepp page for the VOR 20 and 02 was just bumped up to 5.6km. Only 5kt tail wind on 02 and dry RW. 10 tail on 20 and can land wet if landing dist. is checked. If ceiling is below 2700, we then have to fly RNAV RNP due to the VOR 20 circle mins is 6000.

 

[humveedriver]

http://va-transaero.ru/files/charts/mhtg.pdf

2700 ft and 3 miles or so. More like a charted visual than an instrument approach. Jumpseated in there once years ago. Pretty cool. The airline I went in there with was Continental, only certain pilots were qualified to do the flight, so the average line pilot didn't have to worry about getting rescheduled into that airport.

 

[Ty Webb]

These last two posts bring up an important point- Air carriers often have special authorizations at airports like this, but without knowing what sort of additional crew qualifications and required equipment are behind the "end result", I'm not sure how useful it is. Most common is a requirement that one of the pilots have been in there within a certain period of time . . . On the equipment side, some airports don't have a local altimeter setting available (and require higher mins), but the airline had their own "weather observer" providing a local altimeter setting, resulting in lower mins legal only for them.

Probably be better to require that one of the pilots have been in there previously before, and if that's not possible, I'd want something higher, like 3000' and 4 or 5 miles. I haven't been in there since they lengthened the runway, though, but the approach plate Humvee posted sure brings back memories (Spaceball1, you up?). That altitude of 6700 feet at 5 dme is a floor, btw, not a target, so I would keep that in mind, and stay in a nice, stabilized descent, not "dive and drive" to 6700. I like to be stabilized the whole way down to my wet, downhill runway. :laugh:

Going in there was fun, it's the kind of flying we don;t get to do very often in 121, and I miss being able to do what you are doing . . . planning for new places and actually using our brains for planning/flying, instead of bidding or arguing about #%$#@ seniority lists.

Regds,
Ty

 

[B767capt]

Delta has an RNAV vis. we use after the VOR 20, for the circle to 02. We set the HUD up for a -3.50 glide slope to either runway. Captain only landing and must have 2 line checks to get signed off. Must have been in there with in 6 months or else new line check.

 

[727C47]

did it in a 727 a few years back,VFR on the old runway, challenging to say the least, no line check for the skipper who did a great job,just faxed charts the night before.